Torque-brake shock absorbing



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4 Sheets Jan. 7, 1941. w. A. BROWN TORQUE-BRAKE SHOCK ABSORBING WHEEL Sheet 1 Original Filed May 5, 1938 OR M ATTORNEY III P'IIIIIIII m 3% Han In! n;

W. A. BROWN Jan. 7, 1941.

TORQUE-BRAKE SHOCK ABSORBING WHEEL Original Filed May 3, 19158 4 Sheets-Sheet 2 INVENTOR M a, 6m

Fl G./0.

1M. KW ATTORNEY Jan. 7, 1941. V OWN Re. 21,689

TORQUE-BRAKE SHOCK ABSORBING WHEEL Original Filed May 3, 1958 4 Sheets-Sheet 4 A? 21 23 5 2/5 282 2/7 2%: F1; :2 :2: :57 M

=2: 2 9 F 9 L3; INVENTOR 29 7 Q. RAM 298 BY 300 A vwf o ATTORNEY Reissued Jan. 7, 1941 UNITED STATES PATENT OFFICE William A. Brown, Philadelphia, Pa.

Original No. 2,176,056, dated October 17, 1939, Se-

rial No. 205,813, May 3, 1938.

Application for reissue October 15, 1940, Serial No. 361,292

31 Claims.

My invention relates to vehicle wheels for use on all forms of transportation wherein means are provided for absorbing torque and brake shock.

Heretofore, torque-brake shock absorbing wheels have been too heavy or too complicated or too expensive to be commercially practical, especially for use by the automotive industry.

It is therefore the prime object of this invention to provide a commercially practical construction of a torque-brake shock absorbing wheel that is simple, foolproof, efllcient, indestructible and inexpensive to manufacture on a productive basis.

A further object of this invention is to provide a construction capable of indefinitely resisting deterioration from heat, lubricant, friction, air, shock and time in order that the pre-determined shock absorbing characteristics of the wheel will remain practically unchanged, throughout the life of the device.

Another object of this invention is to provide a construction having suitable resilient means, preferably rubber, to permit intermittent, limited, relative, circumferential movement between the driving and driven members in cushioning torque-brake shock, which may be advantageously located in a common pocket with suitable bearing material, preferably noise deadening such as rubber or Bakelite, which maintains said driving and driven members in proper assembly against lateral thrust or displacement, regardless of the severity of the service involved. The number and contour of said pockets, which are circumferentially spaced, are contingent on the kind of service contemplated.

A serious defect in shock absorbing wheel constructions in the past, has been the lack of lateral stability, that is, they did not have adequate rigidity in the lateral direction such as is contemplated in the present invention. It is therefore another object of this invention to provide a construction in which the bearing material employed to resist lateral thrust has distinctly different operating characteristics from the cushioning or resilient material employed,- even if and when both of said materials are joined in one piece and are located in a common pocket.

a construction that will remain practically concentric under all normal operating conditions. This is especially necessary in automotive service since the modern low pressure pneumatic tire cushions road-load shock, and any eccentric action in the wheel proper is a serious problem and to be avoided.

Another object of this invention is to provide a construction that can be balanced to an extent comparable with standard stiif wheel practice as required for satisfactory automotive use.

A further and important object of this invention is to provide a torque-brake shock absorbing wheel which may be detached from or attached to the vehicle in its assembled state as a unit of structure by any person anywhere, with the simplest of tools, and which is immediately interchangeable, for automotive transportation, with any standard non-resilient or still wheel.

Another object of this invention is to provide a torque-brake shock absorbing wheel which may be immediately attached to and detached from a standard brake drum as a unit of structure whenever mounting means are present to receive a conventional wheel or rim, and the usual automotive hub type mounting is dispensed with.

A further object of this invention is to provide a construction that may be converted immediately from shock absorbing operation into standard stifi wheel operation, in the event of a break down or for any other reason, by any person anywhere with the simplest of tools.

A further and prime object of this invention is to provide a construction with special means to permit immediate mounting and demounting of the conventional automotive rim without touching the regular means employed for attaching and detaching the assembled wheel structure, to or from the vehicle, thereby removing the necessity of changing complete wheels in the event of tire collapse in automotive service and more particularly eliminating the need of a spare wheel and also permitting the use of torque-brake shock absorbing wheels on the driving axle and standard stifl wheels on the driven axle, which is vitally important under certain operating conditions. Many automobile owners could not enjoy the economies of torque-brake shock absorbing wheel operation on the driving axle if they had to buy four such wheels or had to carry spare wheels of both types.

Another object of this invention is to provide a construction in which an annular integral or segmental bearing of the proper hardness and composition, which may or may not be lubricated and which is preferably of rubber or Bakelite because of their noise deadening characteristics and the advisability of avoiding all metal to metal contacts, is used to permit circumferential movement against radial load under permanent concentric operation of the wheel.

A further and vitally important object of this invention is to provide a construction simple and eiiicient enough to permit of the economical use of synthetic rubber compounds, in the manufacture of either the resilient means or the bearing means employed or both, notwithstanding the higher costs of this material over ordinary rubber compounds. The remarkable resistance to friction, heat, lubricant, and aging of synthetic rubber compounds, such as chloroprene and butadienesodium, make this material peculiarly desirable in the production of a commercially practical torque-brake shock absorbing wheel, for certain services.

In the past, rubber under compression has been condemned and often discarded as unsuited for use in shock absorbing wheels because of premature disintegration in cushioning the blow in the absence of means to prevent abnormal stresses being imposed on certain portions, especially in dampening torque-brake shock through circumferential movement. The various attempts to solve this problem have usually involved the use of excessive quantities of resilient material which resulted in too much weight and a prohibitive cost. It is therefore an important object of this invention to provide a construction in which a minimum of resilient material will operate under maximum efliciency through the proper design of co-operating parts to insure uniform pressures throughout the predetermined area of said resilient material by providing gradual increases in resilient action, as the distance from the axis of the axle shaft increases, to compensate for the increase in the stresses imposed as the movement widens with every increase in radius. Unless adequate means are provided in the construction of the co-operating parts to insure consistently uniform pressures radially on the resilient material, pinching and breakdown may occur of those portions cushioning a disproportionate share of the shock.

A further and prime object of this invention is to provide a construction in which the cushioningbearing members employed are located adjacent to the vehicle axle shaft at the hub to avoid any operating problem resulting from centrifugal forces, which might be set in motion, should additional weight be placed near the periphery of the wheel. My construction has the advantages claimed for flexible hubs minus their well known complications, in that I attach and detach the complete wheel structure without touching a thing on the standard axle-hub precision assembly. In other words, the quick demountable, interchangeable feature of my construction is retained in its entirety.

A further object of this invention is to provide a construction of the utmost stability regardless of the amount of resiliency provided in cushioning torque-brake shock.

With the above and other objects in view, as will hereinafter appear, my invention comprehends a novel torque-brake shock absorbing wheel.

Other novel features of construction and advantage will hereinai'ter more clearly appear in the detailed description and the appended claims.

For the purpose of illustrating the invention I have shown in the accompanying drawings, typical embodiments of it, which, in practice, will give reliable and satisfactory results. It is, however, to be understood that these embodiments are typical only, and the various instrumentalities of which my invention consists can be variously arranged and organized, and the invention is not limited to the precise arrangement and the organization of these instrumentalities as herein set forth.

Figure 1 is a sectional elevation of a torquebrake shock absorbing wheel, embodying my invention, the section being taken substantially on line l--I of Figure 2.

Figure 2 is a section on line 2--2 of Figure 1.

Figure 3 is a perspective view showing more particularly the construction and arrangement of the pockets.

Figure 4 is a sectional view, the section being taken substantially on line 4-4 of Figure 3.

Figure 5 is a sectional detail showing the manner in which the annular bearing support is attached to the inner abutment, to complete the wheel assembly.

Figure 6 is a sectional view, the section being taken substantially on line 6-6 of Figure 2.

Figure 'l is a sectional view of another embodiment of the invention, showing more particularly a quick detachable rim.

Figure 8 is another embodiment of the invention showing another form of a quick detachable rim.

Figure 9 is a sectional elevation of another embodiment of my invention wherein the entire assembled wheel structure is attached to the brake drum instead of the hub.

Figure 10 is a sectional elevation of another embodiment of my invention.

Figure 11 is a partial side elevation and a partial section, the section being taken on line ll-Il of Figure 10.

Figure 12 is a section taken substantially on line I2-l2 of Figure 11.

Figure 13 is a sectional view of another embodiment of the invention, the section being taken substantially on line l3l3 of Figure 14.

Figure 14 is a face view partly in section showing more particularly a different construction and arrangement of bearing members, for taking care of lateral thrust.

Figure 15 is a section taken substantially on line I5l5 of Figure 14.

Figure 16 is a sectional elevation of another embodiment of my invention wherein the recesses that contribute to the formation of the circumferentially disposed pockets are formed in the inner abutment.

Figure 17 is a section on line ll-ll of Figure 16.

Figure 18 is a sectional elevation of another embodiment of the invention.

Figure 19 is a section on line Figure 18.

Figure 20 is a sectional detail of a mounting, seen in Figure 19, on section line 202|l.

Figure 21 is a sectional elevation of another embodiment of the invention.

Figure 22 is a section substantially on line 22-22 of Figure 21.

Figure 23 is a section on line 23-23 of Figure 22.

Figure 24 is a sectional elevation of another embodiment of the invention.

Figure 25 is a side elevation of Figure 24.

Figure 26 is a section, on an enlarged scale, taken substantially on line 2826 of Figure 25.

Iii-l9 of I I l Figure 27 is a sectional elevation of another embodiment of the invention.

Figure 28 is a side elevation, partly in section, of Figure 27.

Figure 29 is a section, on an enlarged scale, taken substantially on line 28-29 of Figure 28.

Figure 30 is a detailed view of another embodiment of the invention.

Figure 31 is a sectional elevation of another embodiment of the invention.

Similar numerals of reference indicate corresponding parts.

Referring to the drawings:

I designates a rear axle to which the flanged hub 2 is keyed and which is held in rigid assembly by the conventional axle nut H5. The flange 3 of the hub 2 carries a conventional brake drum 4, which is rigidly attached to said flange 3 by any suitable means such as the rivets 22. 5 designates a standard drop center rim, as used with pneumatic tires, which is attached to the driven members 5 by means of the fastening devices I such as, for example, the rivets seen in Figure l.

8 designates an inner abutment, which is also the driving member. 9 is a recess formed in the inner abutment 8 to hold the composite cushioning-bearing member III, which has the corresponding recess Is, in its assembled position under all operating conditions. I I is an outer abutment having a recess I2, similar to the recess 9, that co-operates in keeping the composite cushioning-bearing member I0, which also has the corresponding recess 20, in its assembled position. It is to be understood, however, that under certain conditions, any one or all of these recesses may be dispensed with or modified, such as, for example, in the event that either portion of the cushioning-bearing member III, which is preferably of rubber, should be vulcanized to the driven member 6 in the case of the bearing portion, or to one or both of the abutments 8 and II in the case of the cushioning portion, or in the event that the abutments 8 and II are provided with flanges in close proximity to the member I0 and projecting inwardly towards the member Ii.

It will be understood by referring to Figures 1, 2, 3, and 4 that the outer abutment II is of such shape and contour as to form, in conjunction with the inner abutment and driving member 8, a series of circumferentially spaced pockets of any desired cross section, within which is disposed the composite cushioning-bearing member I0, comprising two distinct sections, preferably as al. ready stated of rubber, with those portions I3 on either side of the driven member 6 of a compound having high abrasive resisting qualities to permit intermittent circumferential movement, without wear in the absence of lubricant, of the driven member 6 in relation to the driving member 8 in dampening torque-brake shock through the cushioning portion II, which is of a compressible compound to allow any desired elasticity required to properly cushion the blow. Since the relative circumferential movement between the driving member 8 and the driven member 6 is limited and intermittent, the surface of the bearing portion I3 in contact with the walls of the inner and outer abutments I! and II, can be permanently lubricated, if desired, with one of the special lubricants recently developed for use with rubber compounds, where continuous movement under pressure is absent.

It will be noted that the driven member 6 is preferably in the shape of a spoke rigidly held in an upright position, against lateral thrust or displacement, between the bearing portions I3 of the composite cushioning-bearing member III. It will also be seen that the driven member 6 has the right angle insert I5 substantially its entire length to obtain maximum compression in either direction, through the bearing portions I3 of the resilient portion ll of the composite cushioningbearing member III. The width, length and position of this insert I5, which has the cut outs l3 and 44 corresponding to the recesses 9 and I2, may be different for each application, depending on the severity of the torque-brake shock to be checked plus the amount of reinforcement needed for each driven member or spoke 6 which is, of necessity, subject to limitations with regard to its width and thickness.

As already stated, in many cases in practice, it will be advantageous to vulcanize the bearing portions I3 of the composite cushioning-bearing member I0, if it is made of rubber, to the driven member 6 and to the insert I5 to obtain maximum bearing emciency in both directions during circumferential movement of the driven member 6. This is especially true in view of the large amount of surface available for the rubber to adhere to, on the combined driven member 6 and the insert I5.

If the insert I5 is welded to the driven member or spoke 6 said member automatically becomes many times stronger. In the event that the vehicle to which the wheel is to be attached is very light in weight and is driven by an engine of low horsepower, the insert I5 or its equivalent may be dispensed with.

The inboard end of each of the driven members or spokes 6 are permanently attached by welding or other suitable means to make them integral with the annular ring I5, which acts as a rigid support for the integral or segmental annular bearing II, which is preferably of a nonmetallic material such as rubber, Bakelite, etc. having noise deadening characteristics. As in the case of the bearing portion I3 of the composite cushioning-bearing member I0, this annular hearing I! may be impregnated with a suitable permanent lubricant to minimize friction. It has, however, been found desirable to have a moderate friction condition present in both the annular bearing I1 and the bearing portion I3 of the member I0, to slow up the movement of the driven members 6 in returning to their normal position in relation to the inner abutment or driving member 8 and the outer abutment I I. In certain instances where the relative intermittent circumferential movement between the driving member 8 and the driven member 6, in absorbing torque-brake shock, is extended sufficiently to offer the possibility of a frictional heat condition arising, then in such case the annual bearing member I! should preferably be permanently lubricated with graphite or other suitable material, and in certain instances may be made of metal, if noise is of no importance.

The annular support I8 which acts as a seat for the bearing I1 and in certain instances as a reinforcement for the outer abutment II, is held in permanent relation to the driving member 8 by means of the bolts 45 and the nuts 46 as shown in Figure 5. It will thus be seen from Figures 1 to 5, that the entire assembly of my shock absorbing wheel can be instantly applied to any conventional automobile hub 2, at the regular mounting holes of the flange 3 by means of the standard bolts 2|, to permit immediate interchangeability between my shock absorbing wheel and any standard stiff wheel.

The cover 42 which is of any desired shape or size, is held in position on the outer abutment II by means of the bolts 3|, and the nuts 32, but may be assembled 11 any conventional manner now employed on similar stiff wheels.

Figure 2 clearly shows the preferred shape of the driven members 6, and the position of the inserts I5 on said driven members 6. The preferred position and shape of the recesses 9 in the driving member 8 are also clearly indicated in dotted outline. The bolts 24 and 26, having the nuts 23 and 25, rigidly hold the outer abutment II to the inner abutment or driving member 8. While the bolts 24 and 26 are shown, it is to be understood that the inner and outer abutments B and I I may be permanently riveted together, if desired.

It will be noted in Figure 2 that the spokes or driven members 6 gradually become wider as the radius shortens, in order to maintain uniform pressures throughout the entire area of the resilient or cushioning portions I4 when circumferential movement occurs, under torque-brake shock, as indicated along line AA'. It Will also be noted that this design of the spokes or driven members 6, provides additional space for the important bearing portions I3 where contact occurs with both the inner and outer abutments 6 and II, without affecting the shape or contour of the resilient portion I4 to obtain maximum efliciency with a minimum amount of material.

Converting shock absorbing wheel into stifi wheel Since these shock absorbing wheels should only be used on the driving axle of the vehicle, which on most automobiles is the rear axle, and since interchangeability with .the convention stiff wheel is one of the features of my construction, it may be desirable to provide a simple means for converting a torque-brake shock-absorbing wheel into a stifl wheel in the event of a breakdown or for any other reason, such as pneumatic tire collapse, and a replacement is necessary and the only thing available is the standard stifi wheel.

In such an emergency, the locking arrangement shown at the top of Figure 2 will be adequate. As will be seen, the ear 21, having a slot 28, is formed as a part of the two adjacent driven members 6. The inner abutment or driving member 6 likewise has an car 30, on which is permanently mounted a threaded bolt 29, which freely moves from side to side in a slot 28 as the resilient portions I4 of the composite cushioning-bearing member III absorbs torque-brake shock. To stop all circumferential movement in both directions, merely requires the attaching and tightening of a special nut on the exposed threaded end of the bolt 29, and my torque-brake shock absorbing wheel is immediately converted into a stiff wheel, an operation so simple that any person can do it as will be understood from Figure 6. The number of such locks to a wheel will depend on the weight of the vehicle and the horsepower of the engine used. Likewise in many instances these locks can be dispensed with entirely.

Figures 3 and 4 clearly show the relation of the cushioning resilient portions I4 and the bearing portions I3 of the composite cushioning-bearing members III, to the driven member of spoke 6 and the insert I5. It will be seen that the bearing portions I3 are firmly seated against the irmer and outer sides of the driven member 6,

and, in combination with the adjacent wall of the inner abutment 8 and the outer abutment II, act to permanently maintain the driven member 6 in an upright or perpendicular position against lateral thrust or displacement, without interfering with .the movement of the driven member 6 in either circumferential direction in cushioning torque-brake shock. The action of the insert I5 in providing maximum compression of the resilient portion I4 as well as offering a greatly increased surface to adhere to, if the bearing portions I3 are of rubber and are to be vulcanized to the driven member 6, will also be understood from Figures 3 and 4. The method of rigidly assembling the inner abutment 6 and the outer abutment II, to form a series of circumferentially spaced pockets is also clearly shown in Figures 3 and 4. The preferred position of the recesses I2, which, with the recesses 9, act to hold the composite cushioning-bearing members ID in their assembled position under all operating conditions are also shown in Figures 3 and 4.

One of the features of the present construction is the provision for permitting free unrestricted movement of the resilient portions I4, of the composite cushioning-bearing member III, under high compression. It will be noted from Figures 1, 2, 3, 6, 8 and 9, that there are no tight fitting closures at the inboard and outboard ends of the pockets holding the cushioning-bearing members I0. In other words, as the uniform compression of the resilient portions I4 increases, ample space is always present in which to permit this material to expand without losing any of the predetermined resistance to the severest blow, yet, at the same time, said resilient portions I4 are not subjected to a disintegrating action or strain as has often been the case in constructions of this type wherein no provision was made to insure uniform pressures throughout the entire area of the resilient material and to permit this resilient means to move freely into neutral positions as it was subjected to varying pressures in dampening the torque-brake shock.

Quick detachable rim mounting Since, in practice, it has been found desirable to mount torque-brake shock absorbing wheels only on the driving axle of the vehicle,as alreadystated, which will require the use of standard stiff wheels on the driven axle, and since the use of two such distinctly different types of wheels on the same vehicle may present serious complications in the event of a tire collapse on either type on the road, I have provided the constructions shown in Figures 7 and 8. It will be noted in Figures 7 and 8 that, because of the commercially practical manner in which I employ the driven member or spoke 6, I am able to so arrange said driven member 6 that it will afford a simple rigid mounting for a quick detachable rim provided with the special annular driving flange 35, by merely having several circumferentially spaced holes in said flange 35 to coincide with the desired number of bolts 33, that are permanently attached to the driven member 6, as shown, so that a breakdown of any kind that will require the immediate replacement of the rim 5 and its adjuncts can be made without touching the wheel proper.

It will merely require the removal of the nuts 34 to instantly lift the rim 5, with its flange 35, oi! the driven member 6 to be replaced with a similar inexpensive rim that can be slipped into position on the bolts 33 and rigidly positioned with the same nuts 34. A matter of a few minutes work for even a woman. In this simple way, the problems that are bound to arise through the preferred use of two distinct types of wheels on the same vehicle, torque-brake shock absorbing on the driving axle and ordinary stiff on the driven axle, are definitely eliminated, and the expense and trouble of carrying replacement wheels or even a single wheel of either type is completely removed.

Figure 8 shows a construction similar to that disclosed in Figure 7. In Figure 8, the annular driving flange 3G is integral with the rim 31, being rolled into it during the same operation that forms the rim proper.

Attaching wheel to brake drum Figure 9 is a modification of the construction disclosed in Figure 1, wherein the inner abutment or driving member 8 has the annular flange II with a number of circumferentially spaced holes to coincide with the drilled and tapped bosses 39 on the brake drum 38. One object 01' this construction is to provide additional resistance to lateral stresses in heavy duty service, that might tend to press the entire wheel structure out of position with relation to the axle I, shown in Figure 1. In this construction, the flange II is rigidly held in position on the brake drum 3! by means of the bolts 40. It will be seen that the annular support I8 does not reinforce the outer abutment I I as shown in Figure 1 since any need for such a reinforcement is eliminated when the inner abutment 8 is rigidly attached to the brake drum 38.

Attention is directed to the fact that the use of the mounting disclosed in Figure 9 will permit of the important and complete elimination, in many instances where desired, of the mounting shown in Figure 1 for attaching my wheel to the vehicle. All mounting and dismounting may be accomplished exclusively by the use of the simple, practical means shown in Figure 9, which is possible because of the novel general construction I have disclosed. This mounting, irrespective of whether the brake drum and hub are in two pieces or are integral, is more stable because of its larger and stronger bolting circle.

It is to be understood that in all of the foregoing embodiments of my invention, the bearing portions I3 of the composite cushioning-bearing member ID are in tight contact with the spoke or driven member 6 and the adjacent walls of the inner abutment 8 and the outer abutment II, to resist lateral thrust and possible displacement of said driven member 6, regardless of the service involved. It is to be further understood that said bearing portions I3 may be of any suitable bearing material but are preferably of rubber or Bakelite of the proper hardness or composition to give satisfactory noiseless operation, and may be permanently lubricated if desired. It is further understood that said bearing portions I3, if made of rubber, may or may not be permanently vulcanized to the driven member 6, by the most suitable method known.

It is further understood that the recesses 9 in the inner abutment 8 and the recesses I2 in the outer abutment I I as shown in Figures 1, 2, 3and 4, not only serve to maintain the cushioningbearing member I0 in its assembled position under all operating conditions but they also act to reinforce and stiffen the pocket walls of the in ner and outer abutments 8 and II against dis tortion from lateral thrust and in many instances will permit of the economical use of lighter materials in their manufacture.

It is further understood that in all of the foregoing embodiments of my invention, the separate annular integral or segmental bearing I1 is preferably of a suitable non-metallic, noiseless material such as rubber, Bakelite, etc., permanently lubricated if desired. It is further understood that said annular bearing I1 is used to permit unrestricted, circumferential movement against radial load under permanent concentric operation of the wheel.

It will also be understood from Figure 2, that approximately uniform pressures can be maintained throughout the area of the resilient material, during the entire circumferential movement of either the driven or driving member in cushioning torque-brake shock, by adjusting the contour of said driven or driving member and resilient material radially to compensate for every a increase in circumferential movement, as the radius increases. In other words, if approximate control of the ratio of compression stress to compression strain is achieved as described above, when rubber is the resilient material employed, premature disintegration from mechanical forces will be avoided.

In Figure 10, I show a commercially productive construction of my torque-brake shock absorbing wheel for use on a 38-60 Buick, in which only three simple inexpensive stampings, the outer abutment or driving member 41, the inner abutment 4B and the driven member 49, are employed in conjunction with the annular bearing 50, the composite cushioning-bearing member 5I and the standard rim 52, to produce a complete wheel ready for continuous, satisfactory service.

In this commercially productive construction the hub 53 has the conventional flange 54 which is drilled and tapped to receive the standard brake drum bolts 55, and the separate standard wheel attaching bolts 5G to permit instant mounting and demounting of the completely assembled wheel without touching anything connected with the brake drum 59, or, more particularly, to per mit immediate interchangeability between my torque-brake shock absorbing wheel and the standard stiff wheel for replacement purposes, if and when desired.

The driven member 49 of Figure 10 is permanently attached to the rim 52 by means of the rivets 51, or their equivalent. The size and number of ventilating holes 58 in the driven member 49 will depend on the amount of brake drum heat dissipation required. The annular bearing 50 is similar to the same member shown in Figure l. The cover 50 is quick detachable and held in position by means of the curved prongs 6| which are permanently held on the annular extension 63 of the outer abutment 41 by the rivets 62.

In the construction shown in Figure 10, the circumferentially disposed pockets to hold the composite cushioning-bearing member 5| are formed in the same manner as disclosed in Figures i, 2, 3 and 4 except that the outer abutment H, is the driving member and has the annular extension 63 to support the integral or segmental annular bearing 50, which is preferably of rubber or Bakelite to deaden noise and which may or may not be lubricated, as desired. The inner abutment 48 and the outer abutment or driving member 41 are rigidly held together by the rivets 64 located in the main recesses 65 of the outer abutment 41 as will clearly be understood from Figure 11. The recesses 66 in the outer abutment 41 and the recesses 61 in the inner abutment 48 are similar to those shown in Figures 1, 2, 3, and 4, and serve the same purpose of maintaining the cushioning-bearing member 5| in its assembled position under all operating conditions, and reinforcing said abutments against distortion du ing excessive lateral stress.

The driven member 49 has the circumferentially disposed cut outs 68 to receive the main recesses 85 of the outer abutment or driving member 41 that contact the inner abutment 48 to form the pockets for the composite cushioning-bearing member 5|. It will be noted that the spokes 69 are located between the cut outs 88 and are integral with the driven member 48 and preferably have the reinforcing flanges 10 and II as clearly shown in Figures 11 and 12, which perform the same function as already described for the insert 15 of Figure 1, namely to obtain maximum efficiency directly from the resilient portion 12 and indirectly through the bearing portion 13 of the composite cushioning-bearing member 5|, as the driven member 48 moves in either direction circumferentially, in relation to the driving mem ber 41, in cushioning torque-brake shock. If the bearing portions 13 are of rubber, the flanges I0 and II materially add to the surface to which said bearing portion can be vulcanized, if desired, for greater emciency as already'described for the driven member 6 and the insert l5 of Figure 1.

Wheel remains concentric and balanced The annular bearing seat I4 which is integral with the spokes 88 of the driven member 49, and the extension 83 of the driving member 41 jointly act to hold the separate annular bearing 50 in its assembled position, and, more particularly, to permanently resist any tendency to eccentricity in the wheel under radial load, in exactly the same manner as the annular ring Hi, the annular support l8 and the annular bearing H of Figure 1 co-operate to obtain the same result. As already stated, one of the principal objects of this invention is to provide a construction that will remain substantially concentric in all normal service since any tendency towards eccentricity is likely to produce an unbalanced condition and plenty of trouble in the operation 01 the vehicle, especially a pleasure automobile where wheel balance is important.

The desire or need for eccentric movement in a wheel oi this type for automotive service has been thoroughly and completely removed by the universal use 01' large cross section, low pressure, pneumatic tires for absorbing all road-load shock. Because of the combination of more powerful engines and more and more automatic operation, involving finely adjusted complicated parts requiring greater protection against shock, the increasingly serious problem in automotive service is torque-brake shock.

Figure 11 clearly shows the relation of the main recesses 65 to the spokes 89 which are adjacent to the cut outs 68 and act to connect the rim portion of the driven member 48 with the annular bearing seat 14. The preferred position and shape of the recesses 68 in the outer abutment 48 and their relation to the recesses 81 in the inner abutment 48 and their relation to the main recesses 65 will be understood from Figure 11, as well as their similarity to the construction shown in Figures 1 and 2.

In Figure 11, I employ a series of cavities or holes 15 in the resilient portion 12. These cavities, as will be noted, increase in size as the distance from the wheel center increases. It is the object of this construction to maintain uniform predetermined pressures throughout the area of said resilient portions 12, under torque-brake shock, comparable to the construction shown in Figure 2. Since the circumferential movement widens with each increase in radius and since the spoke 69 and the resilient portions 12 are substantially parallel with each other radially, the pressure at the outboard end will be greater in the absence of suitable means to compensate for this difference in movement. By varying the size of the cavities 15 with the radius, stress and strain may be controlled within certain limits and premature disintegration of certain areas, because of excessive mechanical forces, avoided. In many instances in practice a single radially disposed cavity or hole can be used and said cavity or cavities may be of any desired form or area to secure the proper resilient action.

Figure 12 shows more fully the preferred size, shape and position 01' the reinforcing flanges 10 and H of the spokes 69 and their relation to the surrounding composite cushioning-bearing member 5|, with its resilient portions 12 for absorbing torque-brake shock and its rigid bearing portions 13 in close contact with the side walls of the spoke 69 and the adjacent walls of the outer abutment 41 and the inner abutment 48, to resist lateral thrust or displacement under all operating conditions and without interfering with the circumferential movement of the spoke 89 in either direction in cushioning torque-brake shock.

Figures 13, 14 and 15 show a modification of my construction wherein the bearing portions 18 of the composite cushioning-bearing member are made in the shape of a ring, preferably with a center hole to receive the plug 11, which passes through the inner and outer sections of the bearing as well .as the spoke 18 to maintain said bearing sections in their assembled position in relation to the spoke l8 and the adjacent walls of the outer abutment or driving member 19 and the inner abutment 80, which are similar to the same members already described for Figure 10. The principal object of this embodiment is to provide a cheap, simple, foolproof means to enable the use of Bakelite, metal or other suitable bearing material, permanently lubricated if desired, as the bearing portions 18. As will be understood from Figures 13, 14 and 15, the recesses 86 and 81 of Figure 10 are replaced with the inwardly projecting knobs 8| and 82, or their equivalent, which press into the resilient portions 83 of the cushioning-bearing members to keep them in their assembled position, without interfering with the circumferential movement of the bearing portions 16, under torque-brake shock. The spoke 18 and its reinforcing flanges 84 and 85 are formed to the contour of the bearing portion 16 to relieve the plug 11, which may be dispensed with in certain services, of most of the pressure .against the bearing portion 18 in its circumferential movement in either direction. The main recess 88 and the rivets 81 are similar to those shown in Figures 10 and 11.

The resilient portion 83 shown in Figure 14, is

composed of laminated segments, a, b, and c,

joined together, by vulcanization or its equiv- .alent if rubber is used, with each segment having the proper characteristics to insure approximately uniform resilient action under torquebrake shock. In this embodiment because the spoke I0 is curved outwardly and the wall I04 of the main recess 06 in the outer abutment I9 is substantially parallel at its inboard and outboard ends with said spoke I8, compression stress and strain will be greatest on segment b and least on segment a. To compensate for this variation in pressures it is proposed to use different compositions of resilient material for each segment to assure a uniform resilient action without adjusting the contour of the spoke I8, the wall I04 or the resilient portion 83, singly or in any co-operative combination, to take care of each increase in circumferential movement, as the radius increases.

Figures 16 and 17 are another embodiment of my invention wherein the main recesses 88 are formed in the inner abutment 09 instead of the outer abutment 90 as disclosed in Figures 10 and 11. In this modification, the inner abutment 09 extends inboard beyond the standard attaching bolts ill, and, in addition to the rivets 52, may also be rigidly held to the outer abutment in a manner similar to that disclosed in Figure 5. In this construction, the inner and outer abutments 09 and co-operate to resist lateral displacement of the assembled wheel in much the same manner and with the same advantages as already described for the construction disclosed in Figures 1 and 10, with the extension 94 of the outer abutment 90 replacing the separate support I0 of Figure 1. The hub flange 95, the brake drum 96, and the annular bearing 91 of Figure 16 are the same as already described for Figure 10. It will be noted that there are no inner and outer recesses shown in Figures 16 .and 1'7 for maintaining the composite cushioning-bearing member in assembly as it is thought that in certain instances, centrifugal action plus the close fitting flanges 98 and 99 will take care of this function satisfactorily.

The relation of the bearing portions I00 to the spoke or driven member 93 and the resilient portions IN to both the spoke and the adjacent walls of the inner and outer abutments 89 and 90, as well as the purpose of the reinforcing flanges I02 and I03 of the spoke 93 will be clearly understood from Figure 17, in view of their similarity to the corresponding parts of Figures 4 and 12.

The axle, hub, hub flange, wheel mounting radius and bolts cooperating with said mounting, including their number and position circumferentially, brake drum and rim, shown in Figures l0 and 11, are reproduced from a 1938 Buick production layout, with each part and figure drawn to an approximate scale of V to 1.

Uniform resilient action In Figures 19, 22 and 25, I show preferred embodiments of my construction to provide relatively uniform resilient action, under torouebrake shock, throughout the area of the resilient material, by tapering the spoke portions and their adjuncts, the resilient material, and the walls of the pockets, radially, to equalize compression stress, which is the force per unit actual cross sectional area, and compression strain, which is the ratio of the deflection to the original thickness.

Asv will be readily understood from Figures 19, 22 and 25, with each increase or decrease in radius there is an increase or decrease in circumferential movement under torque-brake shock, and unless adequate, correct and stable means are present to compensate for every SEARCH 9 change in circumferential movement as the radius increases or decreases, premature disintegration of the resilient material from mechanical forces is likely to occur because of abnormal pressures imposed on certain limited sections.

It will therefore be apparent from Figures 19, 22 and 25, that when I provide a gradual in- .crease or decrease in resilient action as the radius increases or decreases to compensate for each increase or decrease in circumferential movement under torque-brake shock, I also provide a practical means for obtaining maximum efiiciency with a minimum of resilient material,

and a corresponding saving in weight and cost, 1

such as was not contemplated heretofore. The small area available in the conventional pleasure automobile wheel towards its center, because of the substantial amount of space required for the standard wheel attaching bolts H3 and I08 which are necessarily located in the plane of the inboard portion of the resilient material, prohibits the satisfactory operation of rubber under compression in this vitally important area unless effective uniform resilient action, such as the constructions I disclose in Figures 19 and 22 provides for, is employed, or an impractical reduction in circumferential movement under torque-brake shock, is contemplated.

In Figures 18, 19, 21 and 22, I show preferred embodiments of my invention wherein the driving and driven members and their adjuncts have been moved inboard into the limited area towards the wheel center without any loss of the amount of resilient action or circumferential movement under torque-brake shock, contemplated for the construction shown in Figures 10 and 11, with its larger radius and much greater area and which is not handicapped by having wheel mounting bolts in the plane of the resilient material. By tapering the spoke portions of the driven member and their adjuncts, the resilient material, and the walls of the pockets inwardly along identical lines radially and originating from a common point at the wheel axis, which is the simplest and most logical way to secure substantially uniform resilient action throughout the area of the resilient material, I automatically solve the problem of producing a commercially practical construction without disturbing standard wheel mounting design because the narrowest section of my operating assembly is adjacent the area occupied by standard wheel mounting bolts.

In moving my operating assembly into the area towards the wheel center, I also automatically reduce and minimize the problem of centrifugal action which has always been a serious handicap with shock absorbing wheels for automotive service, because of the general practice of having large segments of resilient material towards the outboard section of the wheel, with a resultant, objectionable, unbalanced, centrifugal action occurring at high speeds.

If rubber under compression is the resilient material used to cushion shock and it is placed towards the outboard section of the wheel in proximity to the periphery of the brake drum, premature deterioration because of continued high heat absorption, especially during warm weather and under certain other operating conditions when excessive heat is generated in the brake shoe and brake drum lining, is inevitable, even if synthetic rubbers are used. I therefore automatically reduce and minimize this equally serious problem when I move the operating as sembly of my construction into the area towards the wheel center and away from the brake shoe and brake lining of the braking mechanism of an automobile, which is commercially practical through the effective use of the relatively uniform resilient action throughout the area of the resilient material, already described. Attention is directed to the fact, that unlike the so-called flexible hub, which is usually integral with the hub, which in turn has a large area of contact with the brake drum when it is not integral with it, by which a considerable amount of the heat generated by the brake shoe and the brake lining finds its way to the hub to adversely affect the resilient material used, especially if it is rubber, my construction is in contact with the hub and brake drum at only the five regular wheel mounting points and each such contact is what is known as a line contact or a point contact, with the chances negligible of heat transfer to my construction by contact.

When I combine the uniform resilient action described above with the wheel mounting on the brake drum disclosed in Figures 24 and 25, it is possible to obtain a considerable increase in resilient action or circumferential movement under torque-brake shock, because I am then able to remove the large standard bolts H3 and I, from the plane of the inboard portion of the resilient material to increase the available area at the wheel center by at least 25%. This mounting is important, for it permits me to build a commercially practical construction towards the wheel center to handle a wide range of requirements for cushioning torque-brake shock. In other words, this special mounting permits me to provide suitable constructions to take care of those requirements that are too severe for the limited area available with the standard mounting with its bolts in the plane of the inboard portion of the resilient material. Attention is again called to the fact, that with this mounting heat transfer from the brake shoe and brake lining to the driving member is restricted by the use of spaced mounting bosses and insulation between each boss and the driving member.

The axle, hub, hub flange, wheel mounting radius and bolts co-operating with said mounting, including their number and position circumferentially, brake drum and rim, shown in Figures l8 and 19 are reproduced from a 1938 Buick production layout and those shown in Figures 21 and 22 are from a Packard layout, with each part and figure drawn to an approximate scale of /2 to 1. I

Referring now to Figures 18 and 19, I05 is an outer abutment which with the inner abutment I00 contribute to form circumferentially spaced pockets, which act as the driving member. The annular bearing I00, which is assembled on the seat I34 of the spoke portion Ill of the driven member I01 and is rigidly supported by the annular flange II1 of the hub III, is similar to the same part already described for Figures 1 and i0, and acts to maintain said driven member I01 concentric against axle load while permitting circumferential movement under torquebrake shock. The recesses I22 and I23 in the outer and inner abutments I05 and I00 are exactly the same as already shown and described for Figures 1 and 10. The rivets H9, which are located in the main recesses I21, permanently hold the outer and inner abutments I05 and I00 in assembly after the composite cushioningbearing member I09, comprising the resilient member I32 and the bearing member I33 for maintaining the driven member I01 in axial alignment, have been positioned in relation to the spoke portion IIO of the driven member I01. These rivets II! are relieved of excessive lateral stresses by the special nuts I30 seen in Figure 20, when the wheel is in service.

Constant initial tension Attention is directed to the fact that I prefer to have the resilient member I32 under constant initial tension after assembly to insure a sensitive resilient action under torque-brake shock. The importance of this lies in the fact that proper cushioning of torque-brake shock requires that the resilient material becomes instantly active without any lag or build-up in order to take care of the more frequent small shocks and their cumulative destructive effect. There is also the problem of loss of resilience, commonly called permanent set, which is that part of the distortion which remains in rubber after the applied forces have been removed, that makes it advisable to assemble the rubber cushioning member in the pockets under proper pressure to compensate for future loss of its elastic effect. It has also been definitely proved that rubber under constant initial stress combats aging, especially when used under compression as I disclosed.

The circumferentially spaced extensions II8 of the outer abutment I05, hold the annular bearing I08 in its assembled position on the annular seat II1 of the hub III. The clearance cut-outs I25, that permit the spoke portions IIO to move freely clrcumferentially on either side of the main recesses I2I, are the same as already described for Figures 10 and 11. The interlocking means for converting torque-brake shock absorbing wheels into stifi wheels, and comprising the bolts I20, which are permanently attached to the ears I21 of the inner abutment I06, which move freely in the slots I20 in the driven member I01, is exactly the same as described for Figures 2 and 6. The rim I31 is permanently attached to the driven member I01 by any suitable means, such as for example the n'vets shown in Figure 21. The brake drum III is permanently attached to the hub III, by the bolts I, which are located inside of the plane of the inner abutment I 06 and out of the way of the operating assembly.

The circumferentially spaced pockets I30, in which are mounted the main wheel attaching bolts H3, are formed in the inner abutment I06, with their centers coinciding with the centers of the standard threaded holes in the hub flange I I2 of the conventional hub III. These pockets I30. as will be more clearly understood from Figures 19 and 20, are located in the inboard portion of the main recess I2I, out of the plane of the inboard portion of the resilient member I32. By referring to Figure 20, it will be seen that the outer abutment I05 has the round opening I I6 of larger diameter than the head of the bolt I I3 and that the threaded head of said bolt extends beyond the opening Ili sufliciently to permit the special nut I30 to be attached to it to reinforce the assembly of the outer and inner abutments I05 and I00 against lateral stresses. The nut I36 and the head of the bolt II3 are round on the outside and are made with a recessed or inside hex of thesame dimensions for tightening or loosening with the proper tool. These pockets I30, are so arranged in contact with the hub III, that they act to reinforce the bolts II3 against shearing stresses. As will be noted from Figures 19 and 20, the wheel mounting bolts II3 must necessarily have their heads in the plane of the inboard portion of the resilient material I32 and its adjuncts, when the desirable conventional wheel bolting means are used for obtaining interchangeability between the standard stiff wheels on the front or driven axle and torque-brake shock absorbing wheels on the rear or driving axle, notwithstanding the small bolting radius of said bolting means, which automatically reduces the available area for the operating assembly by at least 25%. The spoke portions III! of the driven member I01 have the reinforcing flanges I3I, which also act as a seat for the outer portion of the bearing members I33. The special flanged seats I35, which hold the inner portion of the bearing members I33 are preferably resistance welded to the spoke portions H0 and conform substantially to the radial contour of the spoke portions IIO as will be clearly understood from Figure 20.

In Figures 18, 19 and 20, the spoke portions I I0 of the driven member I 01 and their adjuncts, the resilient material I32, the bearing members I33 and the walls of the driving member that form the main recesses I2I are tapered radially towards the wheel center and along the same identical lines and form a common point at the wheel axis, to obtain the preferred form of uniform resilient action throughout the area of the resilient material, as already described. It will likewise be noted that the operating assembly, comprising said spoke portions H0 and their adjuncts, the resilient material I 32, the bearing members I33 and the recesses and pockets formed in assembling the outer and inner abutments I05 and I08, have been moved towards the wheel center to an extent where the diameter of the annular bearing I08 closely approximates the diameter of the smallest section of the hub III. In other words, the construction I disclose permits of the use of rubber under compression close enough to the wheel center to minimize the serious problem of centrifugal action, without adversely affecting the required resilient action and with ample provisions for taking care of radial load with concentric operation, and severe lateral stresses while maintaining the driven member perpendicular, or at right angles to the plane of the axis of rotation of the wheel.

Figures 21 and 22 are somewhat similar to Figures 18 and 19, the only diflerences being that the axle I38 is separate from the hub I39. The rim I1I has the quick detachable driving flange I50, and the spoke portions I45 of the driven member I42 do not have flanges but are reinforced by the inserts I61, as already described for Figures 1 and 2, and which are preferably welded to the spoke portions I45, but which may be dispensed with if desired. The rim rivets I65 are the same as in Figures 1 and 10.

In Figures 21 and 22, the axle I38 is keyed to the hub I39 and permanently held in position by the nut I52. The outer abutment I40 and the inner abutment I4I contribute to form the main recesses I56 which are a part of the circumferentially spaced pockets that act as the driving member and hold the resilient material I68, the bearing means I69, the insert I61 and the spoke portions I45 to which the bearing material I69 is flrmly attached by vulcanization, if rubber is used. The hub flange I41 is the same as seen in Figure 1.

The extension I53 of the inner abutment I4I supports the annular bearing I43 which is SEARC mounted on the seat I10 of the driven member I42. The outboard rivets I54 and the inboard rivets I55. located in the main recesses I56, act to hold the outer and inner abutments I40 and I4I in permanent assembly. The circumferentially spaced pockets I46, in which are mounted the standard bolts I48, are exactly the same as described for Figures 18, 19 and 20. In Figures 21 and 22 I dispense with the special nut I36 shown in Figure 20, and the bolts I48 have hex heads that are recessed to permit tightening and loosening without requiring extra clearance at the opening I12 in the outer abutment I40. The small circumferentially spaced pockets I66, the inboard rivets I55 already mentioned, and the right angle ear I5I to hold the annular bearing I43 in assembled position, are clearly shown in Figures 21 and 22, as are the clearance cut-outs I60, of the driven member I42. The composite cushioning-bearing member I44, the recesses I51 in the outer abutment I40, and the recesses I58 in the inner abutment I4I are the same as similar parts shown and described for Figures 1, 10 and 18.

The quick detachable rim construction shown in Figures 21 and 22 has all the advantages described for similar constructions shown in Figures '1 and 8, plus the additional advantage of a substantial reduction in the diameter of the driven member I42, that simplifies handling, particularly if the bearing members I69 are made of rubber, as already described for Figures 1 and 2, and are vulcanized to the spoke portions I45. As will be noted, the annular flange I50 that drives the rim I1I, has the circumferentially spaced pockets or recesses I63 that act as seats for the driven member I42, to resist shearing action. The number and size of these seats, as well as the bolts I6I and the nuts I 62, will vary to comply with different requirements. The number and size of the vents I64 will also vary to suit different operating conditions.

Figure 24 is another embodiment of my invention wherein the hub I has a special seat I83, to receive and support the annular bearing I11, which is similar to the annular seat II1 of the hub III, as seen in Figure 18. In this embodiment I also use the circumferentially spaced bosses I93, formed in the disc portion of the brake drum I82, as the wheel mounting to obtain a bolting circle of a large enough diameter to remove the bolts H3 and I48 and their adjuncts, seen in Figures 18, 19 and 22, from the plane of the inboard portion of the resilient material to provide unlimited uniform resilient action, without having to move the operating assembly outboard from its advantageous position towards the wheel center.

In Figures 24, 25 and 26, the hub I80 which has the flange I8I, is mounted on and keyed to the axle I13 and held in position by the nut 2I0 and the washer I98. The seat I83 on the hub I80 receives the annular bearing I11, which is mounted on the annular extension 206 of the spoke portions I18 of the driven member I16. The outer abutment I 14 has the circumferentially spaced extensions 2H which hold the annular bearing I11 in its assembled position, as shown in Figure 18. The outer abutment I 14 and the inner abutment I15 are permanently held together by the inboard and outboard rivets I84 to form the circumferentially spaced pockets that hold the resilient members 203, the bearing members 202, the bearing seats 20I, the compressed material 201 between the bearing and its seat, and the spoke portions I18 and their adjuncts of the driven member I16 adjacent to the bearing 202, as clearly shown in the enlarged Figure 26. The outer recess I81 in the other abutment I14 and a similar recess in the inner abutment I15, which cannot be seen, are exactly the same as already described for Figure: l, 10, 18, and 21, and perform the same functions of reinforcing the outer and inner abutment against distortion from lateral stresses and co-operating in maintaining the resilient material in its assembled position under torque-brake shock. The clearance cut-outs I88, in the driven member I16, are the same as described for Figures 18 and 21. The bearing seats 20I, which are permanently attached to the spoke portions I18 by the rivets 200 or by any other suitable means, afford a commercially practical means to insure positive co-incidental movement, in either circumferential direction, of the bearing members 202 under torque-brake shock, while at the same time providing, in co-operation with the spoke portions I18, sufficient surface in contact with the resilient members 203 to obtain maximum efficiency in cushioning torque-brake shock. As will be noted from Figure 25, the radial contour of these seats is preferably substantially the same as the spoke portions I18. The recesses I88 in the outer abutment I14, are the same as shown and described for Figures 2, ll, 19 and 22.

The rim 204, has the annular driving flange I19 permanently attached to it by rivets or other suitable means, as already described for Figure 21. The flange I19 also has the circumferentially spaced pockets I9I, that form seats for the driven member I16 to resist shearing stresses, the number and size of which will depend on the service contemplated. The bolts I89 which are permanently mounted on the driven member I16 and the nuts I90 are also the same as shown in Figure 21. The importance of a quick detachable rim construction in permitting the use of standard stiff wheels on the front or driven axle and torque-brake shock absorbing wheels on the rear or driving axle has already been referred to with Figures 7 and 8. In addition however to the principal advantage of dispensing with the need of carrying two kinds of spare wheels, which would be quite costly, and substituting one or more cheap interchangeable rim assemblies to fit both types of wheels to take care of tire collapse, etc., the quick detachable rim construction, shown in Figures 21 and 24, reduces the diameter of the driven member sufliciently to eliminate a serious production problem should the bearing members 202 be made of a rubber compound with bearing characteristics and vulcanization to the spoke portions I18 is economically desirable, as already referred to for Figure 21. It is easily understood that an integral driven member extending from the annular bearing I11 out to and including the rim 204 would prove more difficult and costly to handle in a vulcanization operation than the smaller driven member I16 alone would be. And even if the rim 204 is attached after vulcanization, which is undesirable in many respects, the problem would still be present, if the driven member was made in one piece.

The brake drum wheel mounting seen in Figures 24 and 25, comprising the circumferentially spaced bosses I93, and the bolts I94, which are permanently seated in said bosses, has the insulating members I99 that are firmly fitted on the bolts I94 to separate the circumferentially spaced pockets I96, of the inner abutment I15 which have the reinforcing fins I91, from the bosses I93 to reduce heat transfer to said inner abutment I15 from the periphery of the brake drum and the brake lining 208. The assembling nut I and the bolt I94 are relieved of shearing stresses by the fins I91, which are fitted to the outboard section of the boss I93, and the rigid assembly of the bearing I11 on the seat I83 of the hub I80 to resist pressures from radial load with substantially concentric operation of the wheel assembly. The circumferentially spaced openings I92 in the rim driving flange I19 afford easy access to the brake drum wheel mounting assembly as well as ventilation to dissipate excessive brake drum heat. The circumferentially spaced rivets 205 hold the brake drum in position on the hub.

The compressible material 201 between the bearing seats 20I and the bearing members 202 of Figure 26, offers a practical means for maintain- 9 dicular operation of said driven member under 0 certain severe services. This construction also has the advantage of providing a commercially practical mass production means of insuring constant uniform predetermined bearing pressures between the driving and driven members, within close limits, in the event of an occasional, not easily detected, minor irregularity in the contour of the outer or inner abutments or both, that might cause excessive friction and wear on certain limited areas of the bearing members 202, for maintaining the driven member I16 perpendicular, or at right angles to the plane of the axis of rotation of the wheel, against lateral stresses, which is the serious problem involved in the successful operation of a torque-brake shock absorbing wheel.

Synthetic rubber It has heretofore been considered that synthetic rubber was too costly for use in a commercially practical, mass production torque-brake shock absorbing wheel, notwithstanding its several advantages over ordinary rubber. An examination, however, of the embodiments of my invention shown in Figures 18, 19, 21, 22, 24 and 25, will disclose a construction, in proximity to the wheel center, of such efi'iciency and balance for obtaining relatively uniform resilient action throughout the area of the resilient material, as will warrant the use of synthetic rubber because of the self evident reduction in the amount of rubber required for satisfactory operation, as already described. Aging is still a problem in the satisfactory use of ordinary rubber in spite of the remarkable results achieved with anti-oxidants. And since the predetermined characteristics of a torque-brake shock absorbing wheel should remain practically unchanged throughout the life of the device, and as synthetic rubber compounds are superior to similar ordinary rubber compounds in resisting heat, friction and aging, three serious problems to overcome in obtaining stable torque-brake shock absorbing wheel operation, it will be advantageous to use synthetic rubber, particularly for the resilient member, in many instances, in view of the availability of the suitable constructions herein disclosed.

In Figures 27 and 28, I show another embodiment of my invention, wherein the outer and in ner bearing members 2I3 and 2I4, for maintaining the driven member 215 perpendicular, are lo cated outboard of the outer and inner resilient members 216 and 211, in the pockets 218 and 219 formed in the peripheral portions of the outer and inner abutments 220 and 221. lhe object of this construction is to provide a more powerful cushioning effect for certain heavy duty jobs, without losing the advantages of having the operating assembly in proximity to the wheel center. As will be clearly understood from Figure 28 and the enlarged Figure 29, by mounting the bearing members 213 and 214 out of the plane of the resilient members 216 and 121 I am able to provide a substantially increased amount of resilient material which will afford greater cumulative resistance to torque-brake shock while permitting adequate circumferential movement. without enlarging the circumferentially disposed pockets that hold said resilient material. As the spoke portions 222, which may or may not have the rounded edges as shown, approach the adjacent walls of the main recesses 223 under torquebrake shock, the outer and inner resilient members 215 and 211 are gradually spread apart at the center of the pocket parallel with said spoke portions until circumferential movement stops, Attention is directed to the fact that as the inserts 224 move with the spoke portions 222 under shock, the cumulative resistance built up by the resilient members 216 and 211 automatically exerts high retarding pressures on the walls of the spoke portions 222. Since this construction is preferably for heavy duty service, although it will be satisfactory in any service, I show the inserts 224 welded to the spoke portions 222 throughout their length and said spoke portions 222 formed with the flanges 225 and 226 to provide tremendous reinforcement 'to said spoke portions 222 against axle load without having to resort to increased widths and thicknesses of metal that might otherwise be required for heavy duty services. It is to be understood, however, that when the construction shown in Figures 27, 28 and 29, is used on light weight vehicles such as pleasure automobiles, the flanges 225 and 226 on the spoke portions 222 as well as welding the inserts 224 to said spoke portions may be dispensed with and the resilient material on each side of the inserts 224 made in one piece instead of segments. It is also to be understood that said inserts 224 may be replaced with any other suitable reinforcing means such as, for example, flanged members similar to those shown in Figure 26, which are riveted to the spoke portions.

The outer and inner abutments 220 and 221 of Figures 27 and 28, and the outer and inner recesses 221 and 228 in said abutments as well as the main recesses 223, that are provided by assembling said abutments with the outboard and inboard rivets 303 and 302 and contribute to the formation of the circumferentially disposed pockets that hold the resilient members 216 and 211, are the same as already described for Figures 2, 11, 18 and 25. The wheel mounting means comprising the bolts 229, the insulating members 239, and the assembling nuts 231, and their adjuncts are the same as already shown in Figure 24. The circumferentially spaced pockets 232 in the disc portions of the brake drum 233. are a modification of the bosses 193 of Figure 24, and permit of a rigid commercially practical mounting at the outboard section of the main recesses 223 with its larger area which is automatically accomplished by tapering the spoke portions 222 and their adjuncts, the resilient members 216 and 211, and the circumferentially disposed radial walls of the main recesses 223, towards the wheel center along identical radial lines originating in a common point at the wheel axis, whereby the two circun ferentially spaced radial walls of said main recesses 223 are further apart with each increase of their radius, which is the construction I prefer for securing substantially uniform resilient action, radially throughout the area of the resilient material, as already described. It will be noted that this space at the outboard section of the main recesses 223 for accommodating the wheel mounting assembly, is as wide as the space occupied by the inboard wheel mounting assembly shown in Figures 19 and 22 and would permit of the use of such a wheel mounting without imposing any liniitations on the circumferential movement contemplated for the construction shown in Figures 27 and 28.

The circumfercntially disposed pockets 234, formed in the inner abutment 221 are so arranged to contact the annular seat 235 of the hub 2 to relieve the wheel mounting assembly. esp ially the bolts 229 and the nuts 231, of excessi e shearing stresses since the extension 231 of the inner abutment 221 supports the annular bearing 238, against radial load. The separate rnnular bearing 238, which is seated on the exte. sion 239 of the driven member 215 is similar part described for Figures 1, 10, 18

LO {RE and 24. The central portions 240 and 241 of the driven member 215 and the inner abutment 221, are in contact with the noise deadening material 242, which is preferably assembled under pressure to secure the best results in suppressing noise.

Noise isolation and suppression A great deal of effort and tremendous sums of money are now being spent in trying to isolate and suppress the many noises that are constantly annoying automobile owners. Since road noises are among the more noticeable, because of the ease with which they reach the chassis and body, attention is directed to the fact that the herein disclosed torque-brake shock absorbing wheel provides suitable and practical means for not only isolating road noises but of suppressing those noises before they have become amplified, as in the case of all standard stiff steel wheels, notwithstanding the use of noise deadening materials that are sprayed on or otherwise applied to the disc portions, of such wheels. In all of the embodiments of my invention shown in Figures 1 to 26, I refer to the preferred use of noise deadening bearing means for maintaining the driven member substantially concentric against radial load and the preferred use of separate noise deadening bearing means for maintaining the driven member perpendicular against lateral stresses, in combination with noise deadening resilient material, to isolate and suppress noises originating in the rim and its adjuncts that are transferred to the peripheral portions of the driven member. In accomplishing this desirable result I not only rely on the substantial amount of noise deadening bearing and resilient means surrounding the spoke portions of the driven member but prefer to so arrange said driven member at its inboard end that the annular noise deadening bearing at that point also separates said driven member from the adjacent wheel members to permanently prevent any chance of metal to metal contact between the driven member and any other metal part of the operating assembly. inboard of the rim and its adjuncts. In Figures 27 and 28 I apply further means in combination with the above means, for suppressing the noises. already described, in the form of the noise deadening member 242 of Figures 27 and 28. already referred to, which is held under contact with and separates the extension 240 of the driven member 215 from the extension 241 of the inner abutment 221, at the wheel center, a construction that is based on the accepted fact that noise deadening materials mounted at separate points on the same member increase the efiectiveness of noise control.

The cut-outs 243 in the inboard section of the spoke portions 222 of the driven member 2I5, which are necessary to permit free circumferential movement of the spoke portions 222 of the driven member 2 IS, on either side of the circumferentially spaced main recesses 223, are the same as already described for Figures 10, 11, 18, 19, 21, 22 and 25. The compressible members 244 and 245, mounted between the outer and inner bearing members 213 and 2H and the walls of the adjacent pockets 218 and 219, that are formed in the outboard portions of the outer and inner abutments 220 and 22I, perform the same function as already described for similar members shown in Figure 26. The recesses 248 and 241 in said outer and inner pockets 2l8 and 219 are to prevent said compressible material from shifting after assembly. It is to be understood that the use of these compressible members 244 and 245, is only contemplated in certain unanticipated emergencies, and will be dispensed with under most manufacturing and assembling conditions where reasonable accuracy will be the rule instead of the exception.

The rim 248, has the annular driving flange 249, rigidly attached to it by the rivets 250. In this driving flange 249 are the vent holes 251 and at its inboard portions are the circumferentially spaced mounting ears 252, which act as a seat to receive the peripheral portions 253 of the driven members 215. The bolts 254, are permanently attached to the mounting ears 252 of the rim driving fiange 249 and with the nuts 258 act to maintain the driven member 2 I in rigid assembly on the annular rim driving flange 249. In this construction I have all of the advantages described for similar quick detachable rim assemblies seen in Figures 21 and 24. To remove the rim 248 and its adjuncts merely requires that the nut 258 be taken oif and the rim 248 with its annular driving flange 249 be pushed back towards the brake drum 233 to free the bolts 254 which will then permit the rim 248 and its adjuncts to be turned to the right or left until the ears 252 with the bolts 254 are in the open space 251 where the entire rim assembly is free to be pulled outward for replacement, etc. The same simple operation is reversed in remounting the rim assembly on to the driven member 215 at its periphery. It is of course to be understood that in many instances in practice this quick detachable rim construction will be dispensed with for an integral construction wherein the annular driving flange 249 becomes a part of the driven member 2I5. In the embodiments of my invention shown in Figures 27 and 28, it will be noticed that the driven member 215, comprises several circumferentially spaced outboard portions that are preferably joined together inboard to form an integral central portion of great strength and stability.

The axle 258, the hub 236, the hub flange 260, the key seat 28I, the axle nut 262, the washer 263. and the rivets 264, that hold the brake drum 233 in assembly, are the same as already described for Figures 21 and 24. The cover 265, which is held in position on the rim driving flange 249 by the spaced spring supports 288 that are attached to the driven member US by the rivets 281, is preferably sprayed on its inner surface with a suitable noise deadening material. It will be noted that this assembly of rim, cover, driven member and their adjuncts, moves as a unit circumferentially.

The interlocking means seen in Figure 28, comprising the bolts 305, which are permanently mounted on the driven member 215, and the open ended slots 304 in the outer abutment or driving member 220, for converting torque-brake shock absorbing operation into stiff wheel operation by preventing circumferential movement between said driven and driving members, is similar to the same constructions seen in Figures 2 and 19.

The embodiment of my invention seen in Figure 30, is a modification of the embodiment seen in Figures 27 and 28. struction is the use of outer and inner annular bearings for maintaining the driven member perpendicular, to replace the disconnected bearings seen in Figure 27. The outer annular bearing 288, replaces the separate outer bearings 2I3 of Figure 28, and a similar inner annular bearing, which is not seen, replaces the separate inner bearings 2I4, seen in Figure 27. To accommodate these annular bearings, the bearing seats 269, at the periphery of the outer abutment 210 and similarly arranged seats in the inner abutment, are open at each side adjacent to the main recesses 211. The main mounting bolts 212 and nuts 213, are preferably moved inboard to clear this annular bearing 288 and the single assembly rivets 214, replace the double rivets 302 and 303 seen in Figures 27 and 28. To properly support the annular bearing 288 against lateral stresses, the peripheral bearing seats 289, in the outer abutment 210, and similarly in the inner abutment, are reinforced radially by the protuberances 215. The reinforcing recesses 218, the driven member 211, the open spaces 218 adjacent to the rim driving flange and all other parts not shown or mentioned are the same as seen in Figures 27 and 28.

The embodiment of my invention seen in Figure 31 is another modification of the embodiment seen in Figures 27 and 28. In this modification the outer abutment 219 and the inner abtument 280, are formed with the same depth laterally and are joined together at the center of the main recesses they form by the rivets 281. The object of this construction is to reduce taper or draft in the outer and inner abutments 219 and 280, in the event it is desired to materially increase the lateral depth of the pockets that are formed by joining the outer and inner abutments 219 and 280 to accommodate more resilient and bearing material, with or without increasing their length radially, or in event the outer and inner abutments 219 and 280 have to be made of heavy gauge metals and deep drawing with a minimum of draft, as is advisable, is a problem and dividing the lateral depth of the circumferentially spaced pockets equally between said outer and inner abutments removes the problem.

The hub 282, of Figure 31, has the annular bearing seat 283, which is similar to the seat I83 of Figure 24, and which with the annular bear- The difference in coning support 284 at the inboard section 285 of the driven member 286 rigidly holds the separate annular bearing 281 against radial load. The axle nut 288 and washer 289, the central portion 290 of the driven member 286, and the noise deadening material 29L as well as the center section 306 and the circumferentially spaced extensions 292 of the outer abutment 219, which replace the center section 24! and the annular extension 231 of the inner abutment 22l of Figure 2'7, perform the same functions already described for similar parts of Figures 27 and 28. The annular inboard section 285 of the driven member 286 is welded to the spoke portions 294 of the driven member as already described for a similar welded spoke and bearing support construction seen in Figures 1 and 2.

The wheel mounting means of Figure 31, comprising the mounting bolts 295, which are permanently held in position on the hub flange 299, the insulating nuts 296, the attaching nuts 291 and the circumferentially spaced pockets 298 formed in the inner abutment 280, and their adjuncts, provide a rigid, practical, wheel mounting. The brake drum 800, and the brake drum rivets 3M, and all other parts not shown or mentioned are the same as described for Figures 27 and 28. As will be noted, the circumferentially spaced pockets 298, are similar to the wheel mounting pockets I30 of Figure 18 and I46 of Figure 21, the only difl'erence being that the pockets 298 have been placed outboard away from the plane of the inboard section of the resilient material in order to obtain the same exact resilient action or circumferential movement between the driving and driven members under torque-brake shock as is contemplated in Figures 27 and 28. It has already been explained for Figures 27 and 28, that the preferred construction for obtaining substantially uniform resilient action, without losing the advantages of having the operating assembly in proximity to the wheel center, by tapering the spoke portions and their adjuncts, the resilient material, and the circumferentially disposed radial walls of the main recesses and pockets towards the wheel center along identical radial lines originating in a common point at the wheel axis, automatically provides ample mounting space at the point where the pockets 298 are located without interfering with circumferential movement between the driving and driven members under shock. The use of this type of wheel mounting and attaching means whereby there is only a line contact between the pockets 298 and the insulating nut 296 or its equivalent, materially reduces heat transmission and absorption from the brake drum 309 to the inner abutment 288. The half round cut out 293, in the outer abutment 219, to provide proper clearance for the wheel attaching nut 291, is similar to the round opening I12 in the outer abutment I49 of Figure 22.

Lateral stability Unlike flexible couplings or even flexible hubs, where lateral stresses do not present a serious problem, a. torque-brake shock absorbing wheel for automotive service does present such a problem in its worst form because of road conditions, radial load, and more particularly rounding curves at high or low speeds, and sudden swerv ing in and out of traflic, which are only a few of the severe operating conditions imposed on a torque-brake shock absorbing wheel with normal driving. Therefore, in all of the embodiments of my invention herein disclosed, independent, adequate, and stable bearing means to maintain the driven member perpendicular or at right angles to the plane of the axis of rotation of the wheel, have been provided because of the vital importance of the problems involved, which heretofore have usually been approached with compromise solutions, wherein the resilient material for cushioning shock by compression has been required to perform a double duty and take care of lateral stresses as well by being assembled under such high pressures as to generally result in a substantial loss of necessary resiliency and little or no gain, from a commercially practical standpoint, in bearing eificiency, except for very lightweight vehicles. In other words a feature of prime importance is sacrificed to obtain a questionable solution to another feature of equal importance, which requires specially designed ma. terials having definite bearing characteristics as opposed to resiliency. If the same kind of materials but of different characteristics are used for the bearing and resilient members in certain services, such as for example on lightweight vehicles in which lateral stresses are not very high, special means should be provided nevertheless to assemble each member under different pressures, as is practical with the constructions herein disclosed for fixedly mounting the bearing members on either the driven member or driving member. In all of the embodiments of my invention, I prefer to provide ample and distinctive bearing means to maintain the driven member perpendicular, and ample and distinctive resilient means to cushion torque-brake shock, even if and when both such means are assembled in a common pocket, and even if they are joined together, which may be desirable when rubber, although of different compounds and characteristics, is the material used in the production of the resilient and bearing members, as already described.

The radial lines A--A' of Figure 2, BB of Figure 11, CC' of Figure 19, and D-D' of Figure 28, indicate approximately the maximum range of resilient action or circumferential movement between the driving and driven members under torque-brake shock. The distance from the wheel axis to the arrows on the movement lines is the same for each figure.

Having thus described my invention what I claim as new and desire to secure by Letters Patent, is:

1. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, synthetic rubber in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torque-brake shock, a driven member having spoke portions extending into said pockets which are acted on by said synthetic rubber to cushion and limit circumferential movement between said driven memher and said pockets, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust.

2. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torque-brake shock, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, a ndthe other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, a brake drum having mounting means, said driving member having attaching means co-operating with said mounting means to provide immediate assembly and demounting of the driving and driven members and their adjuncts as a unit, with the centers of said attaching means being located in proximity to the outer periphery of the resilient material to permit greater resilient action.

3. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torquebrake shock, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load. and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, which said bearing member employed to resist lateral thrust fixedly mounted on said driven member to provide positive co-incidental circumferential movement of said bearing member with said driven member, and a compressible member between said driven member and said bearing member to provide substantially uniform bearing pressures between the driving and driven members and to keep said pressures within predetermined limits.

4. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentlally spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torquebrake shock, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, and a hub having a seat to receive said bearing member to maintain said driven member concentric.

5. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torqueu brake shock, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, the location of said pockets, spoke portions, resilient material, and their adjuncts being in proximity to the wheel center to minimise centrifugal action and heat absorption, with said bearing member employed to resist lateral thrust fixedly mounted on said driven member to provide positive co-incidental circumferential movement of said bearing member with said driven member, a hub and brake drum assembled as a unit, mounting means on said hub-brake drum assembly co-operating with attaching means on said driving member to provide immediate attachment and demounting of the driving and driven members and their adjuncts as a unit, with the centers of said attaching means being located in proximity to the outer periphery of the resilient material to permit greater resilient action.

6. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torque-brake shock, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, the location of said pockets, spoke portions, resilient material and their adjuncts being in proximity to the wheel center to minimize centrifugal action and heat absorption, a hub and brake drum assembled as a unit, mounting means on said hubbrake drum assembly co-operating with attaching means on said driving member to provide immediate attachment and demounting of the driving and driven members and their adjuncts as a unit, with the centers of said attaching means being located in proximity to the outer periphery of the resilient material to permit greater resilient action, said rim having a driving portion, said driving portion and said driven member having means to provide immediate assembly and demounting of said rim and its adjuncts to or from said driven member.

7. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torque-brake shock, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven memher having a rim connected to it, and two sepa rate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which main tains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, with said bearing member employed to resist lateral thrust fixedly mounted on said driven member to provide positive co-incidental circumferential movement of said bearing member with said driven member, said rim having a driving portion, said driving portion and said driven member having means to provide immediate assembly and demounting of said rim and its adjuncts to or from said driven member.

8. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torque-brake shock, a driven member having spoke portions extending into said pockets, which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust,'said resilient material being assembled in said pockets under a predetermined pressure to provide a sensitive resilient action by maintaining said resilient material under constant initial stress.

9. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, noise deadening, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torque-brake shock, a driven member having spoke portions extending into said pockets which are acted on by said noise deadening resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, said bearing members permanently separating said driven member from the rest of the wheel and being made of noise deadening materials, the space between said driving and driven members at the wheel center having noise deadening material in it in contact with said driving and driven members, and which in combination with said noise deadening, resilient materal and bearing members substantially isolates and suppresses road noises originating in the driven member and its adjuncts.

10. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer'peripheral portion than at its inner peripheral portion under torque-brake shock, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven memher having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, with said bearing member employed to resist lateral thrust fixedly mounted on said driving member to provide positive co-incidental circumferential movement of said bearing member with said driving member, and a compressible member between said driving member and said bearing member to provide substantially uniform bearing pressures between said driving and driven members and to keep said pressures within predetermined limits.

11. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torque-brake shock, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, the location of said pockets, spoke portions, resilient material, and their adjuncts being in proximity to the wheel center to minimize centrifugal action and heat absorption, with said bearing member employed to resist lateral thrust fixedly mounted on said driving member to provide positive co-incidental circumferential movement of said bearing member with said driving member, a hub and brake drum assembled as a unit, mounting means on said hub-brake drum assembly co-operating with attaching means on said driving member to provide immediate attachment and demounting of the driving and driven members and their adjuncts as a unit, with the centers of said attaching means being located in proximity to the outer periphery of the resilient material to permit greater resilient action.

12. In a torque-brake shock absorbing wheel,

an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torque-brake shock, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentrio against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, the location of said pockets, spoke portions, resilient material, and their adjuncts being in proximity to the wheel center, with said hearing member employed to resist lateral thrust fixedly mounted on said driving member to provide positive co-incidental circumferential movement of said bearing member with said driving member, said rim having a driving portion, said driving portion and said driven member having means to provide immediate assembly and demounting of said rim and its adjuncts to or from said driven member.

13. In a. torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, noise deadening, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion under torque-brake shock, a driven member having spoke portions extending into said pockets which are acted on by said noise deadening resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, said bearing members permanently separating said driven member from the rest of the wheel and being made of noise deadening materials, the space between said driving and driven members at the wheel center having noise deadening material in it to contact with said driving and driven members, and which in combination with said noise deadening, resilient material and bearing members substantially isolates and suppresses road noises originating in the driven member and its adjuncts, with said bearing member employed to resist lateral thrust fixedly mounted on said driving member to provide positive co-incidental circumferential movement of said bearing member with said driving member.

14. In a torque-brake shock-absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, with said pockets, resilient material and spoke portions co-operating in a radial direction to provide uniform resilient action through the area of said resilient material by substantially equalizing the ratio of compression stress to compression strain under torque-brake shock, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust and permanently supports said driven member in spaced relation with said abutments.

15. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust, with said resilient material fixedly mounted on said spoke portions to provide positive co-incidental circumferential action between said resilient material and said spoke portions under torque-brake shock.

16. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets having a greater range of uniform resilient action at its outer peripheral portion than at its inner peripheral portion, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, said driven member having a rim connected to it, and two separate bearing members, one of which maintains said driven mem ber substantially concentric against radial load, and the other of which maintains said d-riven member in a plane perpendicular to the axis of rotation against lateral thrust, with said resilient material fixedly mounted on said pockets to provide positive co-incidental circumferential action between said resilient material and said pockets under torque-brake shock.

17. In a torque-brake shock absorbing wheel, an inner and an outer abutment contributing to form circumferentially spaced pockets which act as the driving member, compressible, resilient material in said pockets, a driven member having spoke portions extending into said pockets which are acted on by said resilient material to cushion and limit circumferential movement between said driven member and said pockets, and two separate members, one of which maintains said driven member substantially concentric against radial load, and the other of which maintains said driven member in a plane perpendicular to the axis of rotation against lateral thrust and permanently supports said driven member in spaced relation with said abutments.

18. A shock absorbing device, comprising two concentrically mounted relatively rotatable members, yielding means to cushion and limit relative rotation of said members under torsional shock, and bearings separate and distinct from said rotatable members and disposed laterally between said members and serving only to maintain said rotatable members in fixed, laterally spaced relationship against lateral thrust.

19. A shock absorbing device, comprising two concentrically mounted relatively rotatable members, yielding means to cushion and limit relative rotation of said members under torsional shock, and bearings separate and distinct from said rotatable members and disposed radially and laterally between said members, one of said bearings serving only to maintain said members in substantially fixed, raidally spaced relationship against radial thrust and the other of said bearings being located outboard radially of said first bearing and serving only to maintain said rotatable members in fixed, laterally spaced relationship against lateral thrust.

20. A shock absorbing device, comprising two 

